Method and apparatus for the lateral alignment of railroad track



Oct. 14, 1969 PLASSER ET AL METHOD AND APPARATUS FOR THE LATERALALIGNMENT OF RAILROAD TRACK Filed Jan. 17, 1968 2 Sheets-Sheet 1INVENTORJ mA/vz TUZSEK was; mswvsz BY M M/1w nnvnA sys 06L 14, 1969 F.PLASSER ETAL 3,472,173

METHOD AND APPARA TUS FOR THE LATERAL ALIGNMENT OF RAILROAD TRACK FiledJan. 17, 1968 2 Sheets-Sheet 2 INVENTORS FRm z PLASSER 10m TfluktkUnited States Patent METHOD AND APPARATUS FOR THE LATERAL ALIGNMENT OFRAILROAD TRACK Franz Plasser and Josef Theurer, both of J oliannesgasse3, Wien, Austria Filed Jan. 17, 1968, Ser. No. 698,513 Claims priority,application Austria, Jan. 23, 1967, A 633/67 Int. Cl. EOlb 33/21, 27/10,27/17 US. Cl. 104-7 0 Claims ABSTRACT OF THE DISCLOSURE An improvedmethod and apparatus for the lateral aligning of railroad track, inwhich the track is moved by the application of transversely directedforces together with its sleepers embedded in ballast from a faultyposition into a corrected nominal position. Due to the resistance of theballast during the shifting acting on the sleepers and the fact that apart of the ballast stones are not moved, but merely tilted or pivotedduring the translatory movement, fault in the leveling and partialspringing back of the track occurs, causing the same to move back intoits faulty position. The invention eliminates these causes of faults byextering a downwardly directed force on the track within the zone to beshifted, wherein the magnitude of this force is adjustable in proportionto the magnitude of the transversely directed force.

DESCRIPTION The invention relates, as indicated to an improved methodfor laterally aligning railroad track, and to an apparatus for carryingout the said method.

For the lateral alignment of track, the rails mounted on transversesleepers are shifted with these sleepers in the ballast from theiractual position into a nominal position, determined by measuringresults, plans or calculations. The lateral aligning forces are usuallyapplied by the aligning tools of track aligning machines to the railswhich transmit these forces to the sleepers by the mounting means bywhich they are mounted on the sleepers. Since the horizontal lateralaligning force and the resistance exerted by the ballast on the sleeperheads and sleeper bodies form a moment pair, giving rise to a tiltingmoment which tends to tilt or pivot the sleepers and to lift theballast. Due to this tilting moment, there is always the risk that thetrack level will be altered in an undesirable manner.

Another phenomenon which can be frequently observed during the alignmentof track is the so-called springing back of the track. In this case,when the laterally applied aligning force is withdrawn, the shiftedtrack moves back towards its original position by a certain amount.Thus, in order to achieve the correct position, a certain amount ofexcess movement is necessary, whereby the track is moved by theapplication of larger forces beyond its correct position by an amountgreater than would correspond to its movement into this correctposition. If this excess is suitably chosen, it will compensate thespringing back of the track. However, this so-called over-aligning istime wasting and reduces the operating speed during the alignment oftrack, and requires, moreover, also highly trained operators.

There are difl erent causes for this reverse movement of the track.Experience has shown that, under the load of the trains passing over thetrack, the points of the ballast stones become embedded in the sleepers;during the lateral displacement of the sleepers these stones are pivotedin such a way that, after the force has been withdrawn, they canpartially move back into their initial positions, because they have notthemselves been displaced. Moreover, since, in order to maintain theirlongitudinal mobility, e.g., for thermal expansion, the rails are heldon the sleepers only by friction by means of rail clips, which permit acertain clearance in the direction perpendicularly to the longitudinaldirection of the track, during the application of the transverselydirected aligning force, first this clearance is used up before thealigning force is actually transmitted to the sleepers. These twofactors, and especially the former, form a substantial part of thespringing back action of the track during lateral alignment operations.

The present invention relates to an improved method for laterallyaligning railroad track, wherein the level, i.e., the vertical positionof the track remains unchanged and the springing back of the track isavoided so that over-aligning is no longer necessary.

It is another object of the invention to provide an apparatus forcarrying out this improved method, adapted particularly for thecontinuous alignment of track. In this continuous alignment, thespringing back of the track into the original position is a particulardisadvantage, because over-alignment is not possible and the reversemovement impairs the precision of the alignment or makes continuousalignment altogether impossible, if the springing back action isexcessive.

According to the improved method of the invention, for laterally movingthe track from its actual position into a nominal correct position, ahorizontal, transversely acting force is applied to the track, andsimultaneously, at least during the lateral displacement thereof withinthe range of movement, a downwardly directed force is applied, themagnitude of which can be controlled as a function of the laterallyapplied force.

Further features and advantages of the invention will become apparentfrom the following detailed description with reference to theaccompanying drawings and from the appended claims. The drawingsillustrate merely by way of example an apparatus according to theinvention, but in no restrictive manner. The method according to theinvention may also be performed with any equivalent means capable ofexerting a downwardly directed force on the track within the zone whichis to be laterally displaced.

In the drawings:

FIGURE 1 is a side elevation of a track aligning machine with a devicefor aligning track according to the invention;

FIGURE 2 is a front elevation of the aligning tools of a track aligningmachine, viewed in the direction of arrows II-II in FIG. 3, wherein eachrail is associated with two identical groups of aligning tools;

FIGURE 3 is a detailed view of the aligning tools of the aligningmachine of FIG, 1, on an enlarged scale.

FIGURE 1 shows a side elevation of a track aligning machine. The saidtrack aligning machine consists substantially of a rigid chassis 2 withsets of front and rear wheels 2' and 2" and a superstructure 3, housingthe drive units for the forward movement of the track aligning machineand for the track tamping and aligning tools, described and explainedfurther below. In addition, the superstructure also houses the driverscab and the necessary controls.

The track aligning machine of FIGURE 1 is associated with small trolleys17, 18, 19 and 20. Chords represented by ropes, wires or the like areanchored in these trolleys and serve as reference lines for measuringthe magnitude of the straightening movement of the track, for example,as disclosed in our US. Patent No. 3,314,- 373. These small trolleys 17,18, 19 and 20 are connected with the chassis 2 by linkages 21, such thatthey can be extended and withdrawn. There are also provided grip rollers22 for lifting the track, and arranged vertically movably by means of ahydraulic unit 26 on the front end of the track aligning machine. Themachine is also equipped with tamping tools 23 for tamping or repairingthe ballasting of the sleepers. Also these tamping tools 23 is mountedvertically movably on an overhanging frame part 25 of the track aligningmachine. For leveling the track, there is provided a monitoring device,not shown in detail and of which only a part 24 is shown, which issupported via a support 28 on the track. The above-mentioned equipment,namely the small trolleys 17-20, the grip rollers 22, the tamping tools23 and the monitoring device 24 do not form part of the invention arenot described in the following in detail. Reference is made, by way ofexample, to our prior Patent Nos. 3,192,870 and 3,211,109.

The chassis 3 has mounted thereon, substantially in the center of itslength, lateral aligning units 4, one such unit being associated witheach of the two rails of the track 1, as shown in detail in FIGURE 2.Each lateral aligning unit 4 consists substantially of a supporting arm7, mounted pivotably over a ball-and-socket joint 6 on a bracket-likesupport which is rigidly connected to the chassis, for example bywelding or bolting, two holders 9 extending in the direction of travelslopingly forwardly and downwardly and rearwardly downwardly,respectively, connected through joints 8 with the supporting arm 7, andwheels 10, mounted with shafts in the said holders 9 and rotatable inthe shafts 10. The leading and trailing sides, respectively, of theholders 9 have lugs 11, forming hinge points for hydraulic units,consisting of pistons 12 and cylinders 13 which are adapted to exert a.force in the downward direction on the aligning tools, as explainedfurther below The upper ends of the said cylinders 13 are hinged to lugs11' projecting on both sides from the supporting arm 7.

The wheels roll along the top surface of the rail head of the rails ofthe track 1. They have flanges 1011 which overlie the flanks of the railheads on both sides and have such a profile as to rest flushly on therail head flanks and to transmit forces acting on the rails 10 (actingin the plane of the drawing in FIG. 2) to the track 1. The wheel flanges10a have such a radial width that they make contact with the flanks ofthe rail heads over their whole height or almost over their wholeheight. This ensures not only a uniform transmission of the force, but,owing to the usually upwardly converging rail head flanges, the exertionof a horizontal force will give rise to a vertically acting component.

The rails 10 are mounted with their shafts 10a exchangeably in theholders 9 so that diflerent wheels can be mounted for different shapesof rails. The width of the rails 10 is such that they engage the railhead flanges 10a with clearance.

Hydraulic piston-cylinder units 15, 14, associated with each lateralaligning unit 4, are mounted on downwardly projecting lugs on theunderside of the chassis 2. As may be seen from FIG. 2, these hydraulicunits 14, are substantially horizontal, wherein the inner, mutuallyfacing ends of the cylinders 14 are hinged to the main chassis 2 and theoutwardly directed ends of the pistons 15 are articulately connectedwith the supporting arm 7. The

hydraulic units 14, 15 are connected by conduits 14' with a source of apressure medium, not shown, and mounted inside the superstructure 3, andreceive pressure medium therefrom. Similarly, the hydraulic units 12, 13communicate via conduits 13 with the same or another source of hydraulicmedium. When the hydraulic units 12, 13 and the hydraulic units 14, 15are supplied with medium from one and the same source, the magnitude ofthe downwardly directed force results from the ratio between thesurfaces in the cylinders 14 and 12. The magnitude of the downwardlydirected force amounts preferably to about to of the laterally directedforce.

The operation of the device is as follows:

In the inoperative position, the wheels 10 on the holders 9 are in theupwardly pivoted rest position and out of engagement with the rails 10,by suitably engaging the pistons 12 in the cylinders 13 with pressuremedium. This position is shown in FIG. 3 by dotted lines. If the deviceis to be operated, the pistons 12 in the cylinders 13 are suppliedthrough the conduits 13 with pressure medium, causing the wheels 10 tobe lowered on to the track 1. During the forward movement of the wholetrack aligning machine, the wheels 10 roll along the rails 1. When themachine reaches a part of the track in which the rails have moved awayfrom their nominal position, the track is pressed by the force exertedby the hydraulic units 14, 15, by means of the two lateral aligningunits into the nominal position, e.g., to the left in FIGURE 2. Thedirection of the deviation between real and nominal positions isdetermined by a measuring device, e.g., according to our prior PatentNo. 3,314,373, and the direction of the lateral aligning force iscontrolled accordingly.

The radial width of the flanges 10a of the wheels 10 is so chosen thatthese wheels can travel over points, crossovers, guard rails etc.,without fouling the flanges. In addition, the extent to which the piston15 can be moved out of the cylinder 14 is so large that the flanges 10aof the wheels 10 can be pressed from the inside or from the outside onto the flanks of the rail heads of rails 1. This is of advantage foraligning sets of points, crossovers, track with guard rails, and thelike. In addition, the device can be adapted to different track gaugesand changes in the track gauge.

The articulated mounting of the lateral aligning units 4 and the bracketsupports 5 via ball-and-socket joints 6 makes possible a pivotalmovement of the lateral aligning units 4 about a vertical and horizontalaxis. The pivoting bout the vertical axis distributes the lateralaligning force evenly over both wheels 10 and prevents overloading orkinking of the rails 1. The drawings show an embodiment with always twowheels 10 on the lateral aligning units 4. Obviously, there may be usedmore than two wheels in the form of a group, without thereby departingfrom the principle of the invention.

The downwardly directed force exerted by the hydraulic units stabilizesthe aligning process, causing the rail to remain in the nominalposition, and compensates also the tilting moment generated by thelateral aligning force with the resistance force.

Having thus fully described the invention, what is claimed as new anddesired to be secured by Letters Patent is:

We claim:

1. A method for the lateral alignment of railroad track into apredetermined nominal position by means of a reference system,comprising the following steps, namely, the gripping of at least one ofthe rails of a track mounted on sleepers in ballast by means of aligningtools, the application of a force directed transversely of thelongitudinal axis of the track to the said track section, and displacingthe track in the direction from the real position into its nominal orcorrect position under the simultaneous action of the transverselydirected force and of a downwardly directed force distinct from saidtransversely directed force acting on the track section causing saidtrack section to exert a substantial downwardly directed force on itsassociated sleeper and ballast, wherein the magnitude of the saiddownwardly directed force is always in a certain relationship to themagnitude of the transversely directed force.

2. A method as set forth in claim 1, wherein the magnitude of thedownwardly directed force is to of the transversely directed force.

3. A method as set forth in claim 1, wherein the downwardly directedforce is transmitted to the same aligning tools which are also affectedby the transversely acting force.

4. A method as set forth in claim 3, wherein the transversely directedforce is transmitted uniformly to both rails.

5. In a track aligning machine, a device for aligning track, comprisingaligning tools detachably cooperating with the rails and movabletransversely of the longitudinal axis of the track, first means forapplying a force transversely of the said track to the said aligningtools,wherein the direction and the magnitude of the said force iscontrolled as a function of the track position and second means distinctfrom said first means for transmitting a downwardly directed force tothe track causing said track section to exert a substantial downwardlydirected force on its associated sleepers and ballast, wherein themagnitude of this force is always specifically related to the magnitudeof the transversely applied force.

6. A device as set forth in claim 5, wherein the means for applying thedownwardly directed force are hydraulic piston-cylinder units.

7. A device as set forth in claim 5, wherein the means for applying thetransversely directed force are pistoncylinder units.

8. A device as set forth in claim 7, wherein the means for applying adownwardly directed force and the equipment for applying a transverselydirected force have a common pressure medium source.

9. A device as set forth in claim 6, wherein the piston cylinder unitsfor applying the downwardly directed force have an output of to of theforce applied transversely of the track.

10. A device as set forth in claim 5, wherein the said aligning toolsare wheels with bilateral flanges which overlie the heads of the railsof the track and which are affected by the means for applying atransversely directed force and by the means for applying a downwardlydirected force.

References Cited UNITED STATES PATENTS 2, 693,769 11/1954 Herlehy 104-82,966,123 12/1960 Talboys 104-8 3,137,244 6/1964 Holley et al. 104-8ARTHUR L. LA POINT, Primary Examiner R. A. BERTSCH, Assistant ExaminerUS. Cl. X.R. l048, 12

